Topic: "An-3" ("Annushka spilled oil ... And she will not live to be 100 years old)
I actually looked at the document for about 5 minutes and my eyes widened
26-12-2017 / Official statement of SE "ANTONOV"
The media published publications about the crash of the TVS-2MS aircraft with tail number RA-01460 at the Naryan-Mar YANNO airport Russian Federation, which many media outlets mistakenly called An-2. As a result of this disaster, there are people killed and injured.
SE "ANTONOV" expresses sincere sympathy to the relatives and friends of passengers and crew members who were killed and injured as a result of the disaster.
The Commission of the Interstate Aviation Committee (IAC) in the prescribed manner will investigate the disaster and establish its causes.
SE ANTONOV considers it necessary to report the following.
In fact, it was not the AN-2 aircraft that crashed, but its modification with the name TVS-2MS, independently created by the Novosibirsk FSUE SibNIA im. S.A. Chaplygin "(SibNIA), without the participation of SE" ANTONOV ". According to the current aviation rules, in the general case, no person, except for the aircraft designer, can make changes to its standard design, develop modifications. At the same time, the rules provide for certain procedures that allow others to create modifications to the aircraft. These procedures involve the conclusion of a number of agreements to share responsibility for maintaining the airworthiness of an aircraft modification between the designer of the aircraft of the standard design and the developer of its modification.
SE ANTONOV and SibNIA in 2013 negotiated a package of agreements that would allow SibNIA to work on the creation of AN-2 aircraft modifications. SE "ANTONOV" is interested in the continuation of the operation of the AN-2 aircraft, as well as its modifications, and was ready to assist in this work. The first of a package of contracts for preferential terms a license agreement that had not entered into force was concluded for the right to use the ANTONOV SE trademark, but the process did not go further due to the desire of SibNIA to have the status of an aircraft developer, and not a modification developer, as provided by aviation regulations. The agreement on the distribution of responsibility for the distribution of responsibility for maintaining the airworthiness of the aircraft modification was not concluded.
An aircraft designer or modification developer is not a matter of prestige; it is a matter of distributing responsibility for ensuring the airworthiness of aircraft - safe operation.
The main task of aviation rules and procedures established by them is the task of safe operation of civil aircraft.
Further work on the creation of the TVS-2MS modification was carried out without any participation of the ANTONOV SE. On September 1, 2015, the Deputy Minister of Transport of the Russian Federation approved the Certificate of Aircraft TVS-2MS Airworthiness for Operation without the participation of ANTONOV State Enterprise, which is freely available on the Internet.
Developer rights are intellectual property rights that belong to private law. No government bodies can dispose of these rights. Only individuals and legal entities can be copyright holders.
At present, various Russian enterprises have been appointed as designers of aircraft developed by the ANTONOV SE without approval from the ANTONOV SE and without performing any procedures stipulated by the aviation regulations. Such actions, in particular, violate the rights of ANTONOV SE to trademarks guaranteed by Russian legislation, but the saddest thing is that they do not lead to an increase in the level of operational safety of civil aircraft.
No government bodies have the right to take any action aimed at reducing the level of safety in the operation of civil aircraft.
"No government authorities have the right to take any action aimed at reducing the level of safety in the operation of civil aircraft."
And what "private can", do they also manage something?
And from what actions "the level decreases", who will appreciate it. That's what the MAC is for.
"The commission will work until December 29. They have to find out the exact causes of the disaster."
(We'll wait ...)
Honored military pilot Yezhkov will head the IAC commission on emergency in Naryan-Mar - RIA Novosti, 12/20/2017
And I wonder what "rounded up ..."?
12:51 pm U_Nik writes:
"I think I need to buy a license from Rotax or another manufacturer. ..."
Why Buy?
We discussed that in the Russian Federation there are two. given capacities. Dvigatelists have to work. And you don't need to "buy" much.
https://www.aex.ru/news/2017/12/28/179565/
15:17 U_Nik writes:
"those who are stuck with reason in the last century cannot perceive perspective ..."
And what is it?
Here about soft and tender asses and about speed, it has already been written.
And would you say that the DC-3 turbo is "stuck"?
The main feature of mass aircrafts is their versatility. And with situevina in the Russian Federation, only versatility saves.
https://www.aex.ru/news/2018/1/10/179815/
The adoption of the necessary laws, or non-adoption, can ruin the whole business.
Well, about a catastrophe a month ago - on Friday one of the guys "in the neighborhood" whispered to me ... sho the Naryan-Mar liner fell victim to the luggage and other junk that was in the cabin being shifted back - however, a hint has already appeared on the network:
...
The post was deleted by a moderator.
Centering was not calculated correctly.
Comet writes:
Centering was not calculated correctly.
Who did not calculate - the pilots of the Naryan-Mar flight or the specialists of SibNIA?
Comet, then these are the second pilots! The first were factories in Mongolia.
Is TVS-2MS a remotorized An-2?
To outsiders B writes: then these are the co-pilots! The first were factories in Mongolia.
Maybe something is wrong in the guiding documents that they are mistaken?
The official statement of the Antonov State Enterprise regarding the disaster of the TVS-2MS aircraft | Aviation and astronautics news
Nevertheless, the pilot died in the crash of the An-2 aircraft near the village of Ekimchan in the Amur Region, the second was hospitalized, RIA Novosti reports with reference to the Unified Duty Dispatch Service (EDDS) of the Selemdzhinsky district of the region.
"One pilot died, another was taken to the Central Regional Hospital of the village of Ekimchan, he has a bruised chest and multiple abrasions. The plane was carrying food, fell outside the village, about 300 meters away in a vacant lot," the source said.
The Amur Center for Civil Protection and Fire Safety (GZ and PB) reports that the An-2 aircraft that crashed in the area of the village of Ekimchan showed a malfunction immediately after takeoff.
During a demonstration flight in Balashikha, an An-2 single-engine aircraft crashed. Two people were killed, none of the spectators was injured.
As a source in law enforcement agencies of the Moscow region told RBC, the plane performed aerobatics, then suddenly lost altitude, fell onto the wing and collided with the ground and caught fire.
The press service of the Main Directorate of the Ministry of Internal Affairs of Russia for the Moscow Region told the publication that two people died in the crash of the An-2. “Village Fedurnovo, we confirm the wreck. 2 people were killed, police officers are working on the spot, the circumstances are being investigated, ”the ministry's press service explained.
These are the first two cases when searching, also RLE?
10/27/1979 The crew took off during the day at the PMU. At the moment of separation, the passengers from seats 10 and 12 unauthorizedly moved to the tail section. This led to the excess of the maximum rear centering up to 37.4% of the MAR. The aircraft increased the pitch angle and went into a sharp pitching up. Complete deviation of the steering wheel from itself did not give results. A further increase in the angle of attack led to a decrease in speed and the release of slats. The aircraft reached supercritical angles of attack. At a speed of 60-65 km / h, the PIC removed the throttle and eliminated the roll. With a vertical speed of 6-8 m / s, the plane collided with the runway. As it was established, the passengers left their seats to close the door to the tail compartment, which suddenly opened at the time of takeoff. The co-pilot and 2 passengers were killed.
06/20/1985 The crew performed the flight at the request of the Momsky state farm with a passenger and cargo on board. Due to the negligent attitude towards the official duties of the employees of the transportation organization service, a load of 1,619 kg was placed on the plane, which led to an excess of the permissible take-off weight by 210 kg and a center shift. The summary loading list included two passengers and 1,300 kg of cargo, which corresponded to the estimated load. During takeoff, the plane switched to pitching, lost speed, fell to the ground and collapsed.
07/05/1973 The cause of the crash was the aircraft control failure as a result of improper connection of the aileron control cables to the steering columns during assembly work in shop No. 7 and the incomplete implementation of the maintenance technology when the aircraft was received from the workshop and prepared for flight tests in terms of checking the synchronization of the control operation of the right and left pilots on the fox of plant No. 421 GA.
On March 18, 1975, the pilots were to perform a flight along the Terney - Amgu - Kuznetsovo route. In total, there were 14 passengers on board, including two children, 80 kilograms of cargo and 50 kilograms of mail. At the same time, the crew did not calculate the takeoff weight of the liner, and therefore the balance was not calculated. Pre-flight training was also carried out with violations. As it will later be established, the actual take-off weight of the aircraft was 5699 kilograms with a centering of 33.5% MAR
During takeoff of an overloaded aircraft, one of the passengers moved to the rear. The plane reached supercritical angles of attack, lost speed and fell onto the wing.
The cause of the accident was the criminally negligent attitude of the PIC Filatov to his official duties, which manifested itself in the unauthorized change of the flight mission for mercenary purposes and takeoff on an overloaded plane.
The cause of the disaster was the excess of the takeoff weight of the aircraft and the wrong actions of the crew during takeoff.
Sources in the aviation industry, having studied the picture of the crash, put forward several versions of what happened - an engine failure on takeoff or a load center violation.
The team to investigate the crash of the light-engine An-2 in Naryan-Mar will study how the luggage was loaded before departure. According to one of the versions, voiced by a source in the aviation industry, the liner could collapse due to incorrect centering of the cargo. In addition, according to him, the pilot laid a too steep turn during takeoff, which could also play a negative role in further development events. The assumption of the sources is indirectly confirmed by precedents. In June of this year, exactly the same side crashed in Mongolia, presumably due to misalignment. Moreover, the picture of the crash turned out to be the same - a fall immediately after takeoff.
On December 19, in the morning (Moscow time), a single-engine An-2 aircraft of the Naryan-Mar aviation enterprise with 11 passengers on board fell in the Nenets Autonomous District. Immediately after takeoff, he banked to the right, made a circle and stuck into the ground near the runway.
Small planes are especially sensitive to how they load luggage and seat passengers. If the center of gravity shifts significantly backward or forward, the consequences can be unpredictable. Pilots in in social networks remember a case from the Soviet era. The same plane crashed only because one of the passengers unfastened during takeoff and went to the toilet.
And this time, according to the sources, a catastrophic scenario could develop due to a violation of the distribution of cargo.
Judging by the video, an uncontrollable turn occurred during takeoff, accompanied by a roll to the right wing. This may be the case when the centering of the aircraft is violated or it is incorrectly calculated takeoff weight, - a source in the aviation industry told Life.
According to the expert, we can talk about "prohibitive rear centering". That is, all the weight went to the tail of the plane (suppose, this is how the luggage was arranged).
Photo © Press Service of the Administration of the Nenets Autonomous Okrug
An indirect confirmation of his version is stored in the official statistics of the Federal Air Transport Agency from June this year. At the beginning of summer in Mongolia, exactly the same An-2 crashed during takeoff, and the picture of the crash completely repeats today's one.
During the climb, the aircraft went into a descent mode with a right roll and subsequent collision with the ground, - the specialists of the Interstate Aviation Committee write in the preliminary report of the incident.
Then, fortunately, no one died. The investigation into the Mongolian accident has not yet been completed, but experts adhere to the version of misalignment. Even then, everyone Russian airlines, which operate the An-2, sent out a warning about the distribution of baggage and passengers. In particular, they demanded to conduct additional exercises with the flight crew in order to correctly calculate the take-off weight.
The aircraft is a single copy of the TVS-2MS aircraft, created on the basis of the An-2 with the replacement of the piston engine with a turboprop, performed demonstration flights in Mongolia. On the day of the incident, a flight was planned along the route Ulan Bator (a / p Genghis Khan) - Eroo. Onboard there were a PIC, a co-pilot, 2 aircraft technicians and 8 passengers (citizens of Mongolia), which exceeded the number of people on board established by the RLE TVS-2MS by 3 people. According to the commission's calculations, the take-off weight of the aircraft was 5640 kg and the center of gravity was 37% of the MAR, which exceeded the permissible limits established by the Airplane Flight Manual (5500 kg and 33% of the MAR). The crew did not control the loading of the aircraft before takeoff and did not calculate the alignment.
Takeoff was carried out with a course of 318 ° from a mountain airfield (altitude 1330 m above sea level) with a slight side wind on the right, in the takeoff mode of engine operation, with flaps at 20 °. After a run of 230 m, the plane took off from the three-point position at an indicated speed of 95 km / h. After taking off from the runway, the aircraft without a holding stage went into climb with an increase in the pitch angle. The absence of the aircraft holding process after separation led not only to the cessation of the growth of speed, but also to its subsequent decrease, and by the time the height of 15-20 m was reached, the ground speed was about 100 km / h (the instrument speed was 97 km / h), which is 20 km / h less than recommended. At an altitude of 40-50 m, the co-pilot (instructor pilot) retracted the flaps. Ground speed during flaps retraction was 75 km / h (instrument speed - 73 km / h), which is significantly lower than recommended. The pitch angle continued to increase. The aircraft, with an increase in the pitch angle to 26 °, the angle of attack to 22 °, and a decrease in ground speed to 72 km / h (instrument speed to 71 km / h), gained an altitude of 55 m.At this altitude, the crew energetically shifted the throttle to idle, so how the full recoil of the control wheel from itself did not lead to the withdrawal of the aircraft from pitching. The abrupt shift of the throttle to low gas led to the reduction of the aircraft. With a decrease, there was a decrease in the pitch and attack angles and an increase in ground speed. The crew increased the engine operating mode to takeoff. At an altitude of 28 m, the descent stopped. In this case, the ground speed was 80 km / h (instrument 78 km / h), the pitch and attack angles were 18 °. Instead of landing on the remaining runway length to find out the reasons for the abnormal behavior of the aircraft, the crew resumed the flight. Within 9 seconds after exiting the descent, the aircraft climbed with a gradual decrease in vertical speed from 2 m / s to 0 m / s, a decrease in ground speed from 85 km / h (indicated speed - 83 km / h) to 73 km / h ( instrumental - 71 km / h) and an increase in the angle of attack from 15 ° to 19 °. The crew moved the throttle back to idle again. The plane began to descend. The angle of attack increased to 27 °, exceeding the critical value. At the 35th second of the flight, at an altitude of 38 m, the plane went into a stall. Having entered the right turn, the aircraft with a roll to the right of 35 °, having turned about 120 ° from the take-off course, collided with the ground between the runway and the taxiway. As a result of the collision of the aircraft with the earth's surface, there was a partial damage to the elements of the power set, the landing gear and skin in the central part of the fuselage, as well as the propeller blades. There was no fire at the accident site. Crew members, passengers and others were not injured.
These are the first official conclusions of the state commission to investigate the tragedy.
The Commission for the Investigation of Aviation Accidents of the Interstate Aviation Committee published an interim report on the results of the investigation of the crash of the TVS-2MS aircraft at the Naryan-Mar airport on December 19, 2017.
On this day at 10:27 am, the liner of the Naryan-Mar united air squadron with the state registration number RA-01460 crashed while climbing at the airport in the capital of the Nenets Autonomous Okrug. Four passengers were killed, seven more passengers and both crew members were seriously injured.
In the course of the investigation, it turned out that both the route of the flight and the board carrying it were changed at the last moment. Even the day before, on December 18, it was planned that the flight Naryan-Mar - Khorey-Ver - Haruta and back would be operated, and on the An-2 aircraft with registration number RA-40280. However, on the day of the flight, it turned out that there were no people wishing to fly to Khorey-Ver, and the production and dispatch service of the airline changed the route (Naryan-Mar - Haruta - Naryan-Mar without landing in Khorey-Ver) and the board.
On the day of the disaster at 08:00, the crew began pre-flight training with a medical examination. There were no comments during the maintenance and preparation of the aircraft. At 08:41, permission was obtained to use airspace... A minute later, the crew informed the dispatcher about the decision to take off.
The aircraft commander was born in 1990, had 2.3 thousand hours of total flight time, including more than 1.6 thousand hours - on the An-2 and TVS-2MS aircraft. The senior instructor pilot was even more experienced: he was born in 1977 and flew 6.1 thousand hours, including 4 thousand on An-2 and TVS-2MS. Both had valid medical certificates and were admitted to the duties. Neither one nor the other had ever been involved in an accident.
At the time of takeoff at the Naryan-Mar airport it was cloudy, –3 ° С, the wind speed was 7 m / s, light snow was falling, the cloudiness was assessed as significant, but the visibility was normal.
Takeoff was completed at 10:26. “During the initial climb, there was a vigorous increase in pitch-up angle, accompanied by a loss of speed, followed by a roll of the aircraft to the right. Then the aircraft went down. It turned -270 ° to the right relative to the take-off course and collided with the snow-covered ground at the Naryan-Mar airport, ”the report says.
The aircraft received significant damage to the fuselage, upper and lower wings, and the propeller. There was no fire. The distance from the place of the first contact with the ground to the complete stop of the aircraft was about 3 m, so the ship fell “compactly”, without loss of structural elements along the trajectory.
The report says that at the time of the incident, the captain and pilot of the ship remained at their workplaces, wearing seat belts. According to the conclusion of the forensic expert of the KU NAO "Bureau of Forensic Medical Examination", 10 passengers were allegedly fastened, one was not. But regardless of this, at the time of the crash, all the passengers were scattered around the cabin.
The evacuation rescue work was completed quite quickly - already at 11:03. They involved 56 employees of operational services, 16 pieces of equipment and employees of the JSC "Naryan-Mar United Air Squadron".
The commission found that the take-off weight (weight of passengers, baggage and mail) was 5,542 kg, although a different figure appears in the summary loading list - 5,469 kg. The difference between these indicators is fundamental: according to the flight manual (RLE), the maximum take-off weight for TVS-2MS is 5,500 kg.
Meanwhile, experts in the report associate the catastrophe not so much with exceeding this parameter, but with non-standard alignment (the position of the aircraft's center of gravity relative to the wing), which becomes crucial when the ship is fully loaded. When calculating the alignment, an investigative experiment was carried out. According to the information of passengers and witnesses, the location of baggage and mail, as well as the distribution of hand luggage under each of the seats.
According to various calculation methods, the centering value established by the experts was from 32.5% to over 34% of the average aerodynamic chord (MAX), which is beyond the established limits (29.5%).
At the same time, the report says, subject to the maximum load of TVS-2MS (12 passengers) and the amount of fuel from 500-900 kg (on the day of the disaster it was 904 kg), the resulting alignment will in any case exceed 31% of MAR.
“Any amount of luggage on board will cause the center to shift backwards. Thus, with the maximum permitted [...] number of passengers (12 people), the obtained centering values will always go beyond the established limit (29.5% of the MAR), ”the IAC experts conclude.
At the same time, they emphasize, in April 2016, the chief designer of SibNIA im. To solve this problem, SA Chaplygin ordered to install balancing weights weighing about 28 kg on the front frame of the engine mounts of the plane crashed in Naryan-Mar and to install an additional non-removable weight weighing 3 kg in the area of frame No. 23. This was done.
In addition, in accordance with the prescription of the chief designer of SibNIA, the RA-01460 airplane flight manual should be adjusted for the maximum flap deflection angle during takeoff and landing and the minimum climb and descent speed if the center of gravity exceeds 29.5% of MAR.
The same document says that “to ensure controlled operation, at the end of each flight day, a certificate of the aircraft flight parameters must be issued with mandatory e-mail to the department of operation and maintenance of airworthiness of SibNIA ".
“There are no restrictions on the copy of the airplane flight manual of the TVS-2MS RA-01460 aircraft. The operator did not send certificates on flight parameters after each flight day, ”the IAC experts state.
In their operational recommendations for improving flight safety, they propose "to assess the existing risks and make an appropriate decision on the procedure for the further safe operation of TVS-2MS aircraft", to conduct a one-time check of all aircraft of this type for the weight of the installed balancing weight, to re-evaluate the results of flight tests and the validity of the designation of the range of operational alignments, to make the appropriate changes to the flight manual.
The information presented in the interim report is preliminary and can be clarified and supplemented based on research results, experts emphasize. Now the commission for scientific and technical support of flight safety of the IAC continues to work on the calculation of unrecorded flight parameters based on information obtained as a result of decoding of negotiations between the crew and the dispatcher, takeoff videos recorded by the airport aviation security service and mobile phone one of the passengers.
In addition, the commission expects to receive the results of postmortem examinations of the bodies of the victims. In the laboratory of the State Research Institute civil aviation the analysis of samples of aviation fuel and oil taken from the refueling tanks of the aircraft and the tanker.
The TVS-2MS aircraft with tail number RA-01460 was manufactured by Rusaviaprom LLC in January 2016. The airworthiness certificate was issued by the Arkhangelsk Interregional Territorial Administration of the Federal Air Transport Agency on September 15, 2016 for two years. From the beginning of operation until the disaster, the airliner flew 351 hours and made 428 landings.
TVS-2MS is an upgraded version of the An-2. In Russia, at the time of the plane crash, 15 TVS-2MS aircraft were in operation in the NAO, two of them were operated by the Naryan-Mar United Squadron.
Last year, on December 19, the aircraft of the JSC "Naryan-Mar United Aviation Squadron" TVS-2MS No.RA-01460, performing a flight on the route Naryan-Mar - Khorey-Ver - Haruta, shortly after take-off during the climb fell on the right wing and fell on the territory of the airfield complex of the capital of the Nenets Okrug.
Of the 13 people on board, four died, including a child, the rest of the victims are still in medical institutions in the cities of Moscow and Arkhangelsk.
On the fact of the plane crash, the investigating authorities opened a criminal case under Part 3 of Art. 263 of the Criminal Code of the Russian Federation (violation of traffic safety rules and air transport, resulting in the death of more than two persons by negligence). The investigation considers two main versions of what happened: a piloting error and possible technical issues, as well as other versions.
A commission consisting of representatives of the Interstate Aviation Committee, the Interregional Territorial Administration of the Federal Air Transport Agency, the Investigative Committee, the FSB and the Ministry of Emergency Situations began to investigate the aircraft crash of TVS-2MS, which was flying from Naryan-Mar to Haruta. Experts will have to find out the causes of the disaster: study in detail weather, technical condition and training of the aircraft crew.
In 2016, JSC "Naryan-Mar United Air Squadron" (100% of the shares belong to the Administration NAO, gene. director V.E. Ostapchuk) became the buyer of two TVS-2MS ( side numbers RA-01460, RA-40236). These aircraft represent a modernized version of the AN-2 aircraft. The conversion and sale of aircraft was carried out by Rusaviaprom LLC, Novosibirsk, st. Polzunova, 21.
AN-2 (RA-01460, RA-40236) in the graveyard before modernization:
The modernization of AN-2 to TVS-2MS provides for the obligatory replacement of the piston engine of the ASh-62IR type ( weight 560 kg.) for the engine of the American company "Honeywell" ТРЕ-331-12 ( weight 175 kg.). The 385 kg difference in weight significantly lightens the front of the aircraft and changes the aircraft's center of gravity.
The location of the aircraft's center of gravity determines its stability and the degree of flight safety. Failure to properly accommodate baggage and passengers in the aircraft cabin (aircraft alignment) with a lightweight engine during takeoff and climb is critical and could lead to a crash.
An accident occurred on June 2, 2017 in Mongolia along a similar trajectory of the fall of the Naryanmar TVS-2MS. During takeoff from the Chingizkhan airfield (Ulan Bator), in the afternoon, in simple conditions, the TVS-2MS aircraft, owned by FSUE SibNIA im. Chaplygin ”(Novosibirsk), passengers and crew were not injured. At the 35th second of the flight, there was a significant increase in the pitching angle with the appearance of a right bank and a turn of the aircraft to the right with a simultaneous loss of altitude. The aircraft with increasing roll, having turned about 120 degrees, collided with the earth's surface.
In order to improve flight safety, information about the accident in Mongolia was communicated to all operators of TVS-2MS aircraft, but it was let loose by the leadership of the squadron. A serious analysis and analysis of the causes of the Mongolian accident among the flight personnel was not carried out, which means that measures to prevent such cases were not taken at the airline.
Responsibilities for the organization of safe flight operations at the Naryan-Mar United Air Squadron JSC are still performed by the deputy commander of the flight squadron, Alexander Korol.
It is possible that the death of people in the Naryanmar crash, who were sitting in the front of the cabin due to a violent collision with unfastened passengers at the time of the fall and hitting the ground, is associated with non-observance of flight safety rules. The commission will make exact conclusions about the causes of the crash and death of people.
In turn, Rostransnadzor also conducts an unscheduled inspection of the Naryan-Mar united air squadron for compliance with the requirements of the legislation in the field of flight safety, for which A. Korol is also responsible.
In addition to his main career, Alexander Korol has been the chairman of the primary trade union organization of the air squadron flight personnel since 2009. In 2013 he became a member of the Public Chamber NAO of the first convocation, and in September 2014 he was elected a deputy of the Council of the Zapolyarny District of the 3rd convocation. It is known that the desire for media and political publicity leaves the main place of work in the background and professional duties have to be neglected, doing them on a leftover principle.
Let's get back to the deal with aircraft... The company "Rusaviaprom" LLC stated that the cost of modernization of aircraft of the AN-2 type is approximately $ 1 million USD per unit, and for large orders, even $ 850 thousand.
TVS-2MS aircraft were manufactured before September 2015 and have a certificate of serviceability from 01.09.2015 (for freight transport). The weighted average exchange rate of one US dollar for 2015 was 61 rubles. Thus, the cost of two modernized TVS-2MS should be equal to 122 million rubles.
Other calculations were used by the heads of the district administration when they approved the OJSC "Nenets Leasing Company" (100% of the shares belong to the Administration NAO) conclude an agreement No. 80 of December 22, 2015 with the only supplier Rusaviaprom LLC for the purchase of TVS-2MS aircraft at an increased cost for 162 million rubles.
In such cases, they recall various criminal cases of corruption relations with bonus bonuses from performers to customers, therefore, we leave the suspicions for consideration to the competent authorities.
The squadron, in turn, acquired TVS-2MS aircraft under a financial lease agreement with Nenets Leasing Company JSC already for 187.4 million rubles by paying an advance payment of 75 million rubles allocated from the district budget. The obscenely high final cost of aircraft was not usually mentioned in the media.
At the end of May 2016, two TVS-2MS arrived at the base airport - the city of Naryan-Mar, where they were stored in a hangar ... It turned out that the supplier Rusaviaprom LLC sold the modernized aircraft of the Naryan-Mar United Aviation Squad JSC without mandatory certification of airworthiness.
A serious omission of the aviators in the acceptance of aircraft led to the impossibility of their operation on commercial passenger transportation, and the supplier Rusaviaprom LLC, happily for itself, categorically refused to fulfill the obligations to certify the airworthiness of the sold aircraft.
The coordinator of the plan, the governor, had to extricate himself from the ridiculous situation. NAO I.V. Koshin, who received the coveted certificate for commercial operation from the corridors of the Federal Air Transport Agency of the Ministry of Transport of the Russian Federation in September 2016. As a result, the “profitability” of the deal and the incompetence of the aviators had to be smoothed out by the district officials with announcements of achievements in the development of domestic air transportation throughout the country.
Valery Ostapchuk, working director general aviation enterprises with increased danger, also seeks to protect the interests of voters in parliament, since September 2014 he has been elected to the Assembly of Deputies NAO 27th convocation. The newly minted deputies received their mandates thanks to the assistance of the heads of the Administration NAO.
The participation of the district administration in the activities of the Nenets squadron was not limited to this. V.E. Ostapchuk was persuaded in 2015 to organize the construction of a hotel for the rest of flight crews.
In November 2015, Naryan-Mar United Air Squadron JSC entered into an investment agreement, rare in nature in the district, for the “construction hotel complex pre-flight rest of the crews in the city of Naryan-Mar "for the amount 99.755 million rubles, for which he acted as an investor. The contract, with the completion date of the object in the 2nd quarter of 2017, was concluded with Naryan-MarstroyInvest LLC ( subsidiary JSC "Nenets Oil Company"), for which an advance payment of about 90 million rubles was paid.
As of the end of January 2018, the object was not built and turned into a long-term construction, the money was not returned, as it dissolved in a newly organized construction company. As a result, for several years free of charge crediting LLC Naryan-MarstroyInvest for tens of millions of rubles, JSC Naryan-Mars United Aviation Squadron is forced to use financial lease at a loss (the amount of interest for leasing is at least 25 million rubles) purchased aircraft TVS-2MS!
Immediately after the plane crash V.E. Ostapchuk officially announced the engine failure of the crashed plane as the main version of the tragedy. For the two "responsible" deputies engaged in public and legislative initiatives, it seems to be the most preferable, but only at first glance.
The aviation technical base of the Naryan-Mar air squadron, as repeatedly confirmed by the leadership in the local media, allows the maintenance of all aircraft at the disposal of the enterprise, including TVS-2MS. The squadron has two dock-hangars with production facilities and specially trained personnel for full service and repair.
IN regular flights TVS-2MS aircraft set off at the end of September 2016. The supply of spare parts and nozzles for the new TPE331-12 engine for the squadron took place already in April 2017 under two contracts No. 212-X-17 dated March 16, 2017 and No. 234-X-17 dated March 27, 2017 concluded with Aviaremkomponent LLC for total amount 3.8 million rubles.
Despite the technical base and qualified personnel at the disposal of the enterprise, the provision of diagnostics, repair (maintenance) services for the components of the TPE331-12 engine for aircraft is organized under the contract No. 871-X concluded with the only supplier LLC Aviaremkomponent (Arkhangelsk) -17 from 20.10.2017 in the amount of 5 million rubles.
How justified is the intervention of an ordinary Arkhangelsk organization in the new American engines and whether it carried out the repairs properly - these are the questions that we believe will be answered by the results of the investigation by the commission.
Checking the quality of the parts used and fuels and lubricants will also give results. If there were doubts about the serviceability of the engine, for what reasons the aircraft was allowed to passenger transportation?
It is possible that, based on the results of the investigation, repressive measures and organizational conclusions will be immediate and painful. It is obvious that it is necessary to make managerial decisions to minimize the consequences of the destructive management of the Okrug by Governor Koshin as soon as possible, the “toxic” effect of which will manifest itself for a long time in all spheres of the autonomous region's life.
